Railway brake beam with a built-in camber gauge



c. R. BUSCH 2,898,133

RAILWAY BRAKE BEAM WITH A BUILTIN' CAMBER GAUGE Oct. 1, 1957 3 Sheets-Sheet 1 l l l I El V A,

Filed June 24, 1954 RAILWAY BRAKE BEAM WITH A BUILT-IN CAMBER GAUGE Filed June 24, 1954 C. R. BUSCH Oct. 1, 1957 3 Sheets-Sheet 2 k J! UIIIIIIHIIHIIIIIIHII R S E m a 7 W2 \Nv I Q A m w C c. R. BUSCH 2,808,133

RAILWAY BRAKE BEAM WITH A BUILT-IN CAMBER GAUGE Oct. 1, 1957 Filed June 24, 1954 3 Sheets-Sheet 3 United States PatentD Charles R. Busch, Orange, N. J., assignor to Buffalo Brake Beam Company, a corporation of New York Application June 24, 1954, Serial No. 438,962

17 Claims. (Cl. 188225.6)

The present invention relates to railway car trucks and more particularly to improvements in the brake beam components thereof.

A railway car truck of conventional type comprises a pair of side frames supporting two of the wheel axles, a bolster extending crosswise between the side frames with its ends guided and spring-supported in the side frames, and a pair of brake beams, one for each pair of coaxial car wheels, extending between the side frames and supported therefrom for movement towards and away from the corresponding wheel axles. Each of these brake beams carries at its ends brake heads for brake shoes adapted to be applied to the corresponding car wheels upon movement of the brake beam towards the axis of the car wheels.

The conventional brake beam is of truss construction and comprises a substantially straight compression member, a tie or tension member connected at its ends to the ends of the compression member and bent intermediate its ends to form a V, and a strut extending between the midsection of the compression member and the apex of the tension member to maintain the stress on the tension member and to impart a camber to the compression member.

It is important that the brake beam, whether it be cast, forged or of built-up type, have a camber of minimum dimensions. The brake beam should have, according to present practice, a minimum camber of in order to operate at its rated capacity. It is good practice in manufacturing new brake beams that this camber be from /s to 1%". When the camber of a railway freight car brake beam falls below it rapidly loses its rated capacity.

It has been customary for a railway car inspector, when inspecting a car, to determine by judgment from mere observation and without gauge guidance the amount of camber in the brake beam. He has had no way of checking this camber by taking measurements or by the use of indicating means, while the brake beam is under the car, because of the almost inaccessability of the brake beam in this position. Such measurements might be possible on certain types of trucks, but this would require the inspector to crawl underneath the car and, while in a confined, uncomfortable position, to apply a gauge to the brakes. In certain types of trucks, even this difi'icult and uneconomical procedure would be impossible.

Among the objects of the present invention are to provide a brake beam having a built-in gauge, (1) which is comparatively simple, accurate, easily legible and quick to read and is designed to indicate the proper camber on a brake while underneath the car by observation from one side of the truck, (2) which is applicable to brake beams of standard construction without material modification thereof, (3) which is adapted for use with different types of brake beams, such as those of the integral cast steel type, forged steel type and built-up type, all having integral or fixed brake beam heads, as well as those of the removal head type, and (4) which is useful for easily and .quickly gauging the camber of the brakebeam while the Patented Oct. 1, 1957 brake beam is mounted on the car as well as when the brake beam is still in unmounted position remote from the car.

Each of the conventional side frames of a truck has a center guide opening for the ends of the bolster and windows flanking this center opening. The brake beams in this conventional set-up are so mounted with respect to the side frame windows that a horizontal unobstructed line of sight can be laid across the truck from one window on one side frame to the opposite window on the other side frame close to and alongside of the top of the compression member, while the brake beam is spaced away from wheel braking position. As a feature of the present invention, this peculiar conventional arrangement of the brake beams and the side frame windows is utilized by providing a built-in camber gauge for the brake beam, which can be easily read while the brake beam is under a car, by observation through a window of the side frame. The camber gauge comprises sighting and index devices incorporated into the structure of the brake beam and extending alongside of the compression member in visible position to be ranged along a line of sight directed horizontally through one of the side frame Windows, while the brake beam is under a car. Two sights are desirably provided near the ends of the compression member and an index is positioned between these sights near the strut.

In the removable head type of brake beam, a sleeve or truss lock is employed to connect the end of the compression member with the end of the tension member. In this removable head type of construction, the sights are desirably in the form of lugs or notches, cast, forged, welded or separately applied in any suitable manner to the brake beam sleeves or truss locks, respectively, and are desirably locateddirectly above the back of the compression member near the regions where it enters the sleeves, since the camber is gauged on a brake beam from the back of the compression member substantially adjacent to the brake beam head.

In the case of a brake beam of the rigid head type, the two sights, desirably in the form of lugs or notches, are preferably cast, forged, welded or separately applied to the brake heads directly above the back of the compression member where it enters the brake heads.

The intermediate index, desirably in the form of a lug or notch, is cast, forged, welded or separately applied to the top side of the strut at a proper distance from the back of the compression member in accordance with the minimum camber desired.

With the arrangement and gauge construction described, the car inspector spots from one sight to the other sight on the brake beam sleeves (in one embodiment of the invention) or on the brake beam heads (in another embodiment), through a window on the side frame and if he can see the intermediate index on the strut, he is assured of having the minimum camber required. If he does not see the intermediate index on the strut, then this indicates to him the lack of the required minimum camber. In that case, the brake beam should be replaced by one of the required minimum camber.

Various other objects, features and advantages of the invention are apparent from the following particular description and from inspection of the accompanying drawings, in which:

Fig. 1 is'a top plan view of a brake beam of the removable brake head type embodying the built-in camber gauge features of the present invention;

*Fig. 2 is a section of the brake beam taken on lines 22 of Fig. 1 but shown on a larger scale;

Fig. 3 is a section of the brake beam taken on lines 3-3 of Fig. 2 but shown on a larger scale;

Fig. 4 is a section of the brake beam taken on lines Plot Fig. 1 but on a larger scale and showing mainly Fig. 6' is die sighting diagram of the brake beam where the camber is just sufficient; g

Fig. 7 is the inner end view of the brake beam sleeve for truss look by which-the compression member and the tension member are interlocked at one end; i

Fig. 8 is a section of the truss lock. taken on lines 8--8 of Fig. 7;

Fig. 9 is the outerend view of the truss lock;

Fig. '10 is the side View of the truss lock;

Fig. 11 is a side elevation of a portion of a car truck, the brake beam with the built-in camber gauge being shewn tnrun lines, and the brake beam being shown spaced away from wheel braking position, part of the side frame near the brake beam being shown in full lines and the other parts of the side'frame shown being indicated in dotted lines; i I Fig/l2 is a top elevation of a brake beam of the rig-id head type embodying the built-in camber gauge features of the present invention;

Fig.13 is an end view of the brake head in the construction of Fig. 12; and

'Fig. 14 is a section through one end of the brake beam ofFig. 12 showing the connection between one end of the compression member and one end of the tension member.

* Referring to Fig. 11. there is shown a general assembly of a'railway car truck comprising a pair of side frames for supporting the axles ll of car wheels 12 through suitable journal boxes. Each of these side frames 11 is in'the form of a truss and has a center opening 13, which is adapted to receive one end of the usual bolster (not shown) connected to the bottom of the car (not shown) and which has side guideways 14 to constrain the bolster in its vertical movements. Springs (not shown) support one end of the bolster in the frame opening 13. Since the side frame 10 is of truss construction, it has two windows 15 on opposite sides of the center opening 13. Because of the general arrangement of the main structural parts of the side frame 1.0, each of these windows 15 is in the general form of a triangle, with one side 16 substantially upright to define with the adjoining guideway 14 a strutor column 17, and a sloping side 18 defining with the upright side 16 a rounded vertex 20, across which the line of sight for gauging the camber on the brake beam may be directed, while the brake beam is spaced away from wheel braking position, as will be more fully r described.

The construction so far specifically described is substantially conventional and per se constitutes no part of the present invention.

Forming part of the car truckand extending between the side frames 10 are two brake beams 22, one for each pair of coaxial car wheels. These brake beams 22 may be suspended by swinging hangers, as shown, for example, in U. S. Patent 2,412,388 or may be supported for movement towards and away from the car wheels in 'guideways formed in the side frames 10, as shown for example in U. 5. Patent 2,170,112, although the brake beams illustrated herein are of the hanger type. The brake beams 22 are operated by a linkage mechanism as shown, for example, in U. S. Patent 2,170,112.

In the form of the invention shown in Figs. 1 to ll,'the brake beam 22 is of truss construction and comprises generally a compression member 23, a tension member 24 bent into a V and connected at its ends to the ends of the compression member, a strut 25 between the apex of the tension member and the midsection of the compression member to maintain the tension in the'tension member and the camber in the compression member, and brake heads 26 at the ends of the compression member. Thecompression member 23 is shown of channel form with a back web 27, a top flange 28 and a bottom flange 4 30, and the tension member 24 is shown in the form of a fiat bar. The strut 25 is provided at one end with a pair of opposed flanges or cars 31 serving to define a channel to receive and seat therein the apex of the tension member 24 and at the other end with a yoke 32 having a substantially rectangular opening 33 to receive the compression member 23. This yoke 32 is high enough to receive the compression member 23 therein with a snug top and bottom fit but is wider than the Width of the compression member to provide a clearance for camber adjustment in the compression member. The camber in' the compression member 23 is maintained through a tapering strut pin 35 driven through a tapering hole 36 in the strut 25 and against the midsection of the,

compression member.

The intermediate section of the strut 25 has a slot 37 defining opposed walls 38 provided with bushings 40 to receive the pivot pin (not shown) of a live lever (not shown) constituting part of the brake beam operating mechanism.

In Figs. 1 to 11, the built-in camber gauge of the present invention is shown applied to abrake beam of the removable head type in which brake head sleeves or truss locks are employed for removably connecting the brake heads 26 to the ends of the compression and tension members 23 and 24/ Each of these truss locks 45 is. in the form of a sleeve having a hollow 46 of generally rectangular cross-section to receive one end of the compression member 23 therein with a snug fit and a sloping seat 47 for the tension member 24 as it enters the truss lock. The compression member 23 extends only partially into the truss lock 45 so as to leave a clearance 48 between the end of the compression member and the adjoining end of the truss lock. The end of the tension member 24 is reduced in width to fit between the flanges 2S and 30 of the compression member 23, as shown in Fig. 2, and is correspondingly increased in thickness to fit snugly-between the rear web 27 of the compression member and the front wanes of the truss lock 48, as shown in Fig. 3. At its outer end, the tension member is shaped to form a flange 51 extending into the clearance 48 and seated against the end of the compression member. A rivet 52 passes through the truss lock 45, through the tension member 24 and through the compression member 23, thereby rigidly connecting these parts together.

The brakerhead 26 carries a brake shoe 53 (Fig. 11) by means of a master spring key 54 and is shown with a hanger opening 55 (Fig. 2) by which the brake beam rnay be suspended in position. Thebrake head 26 has a collar 56 to receive loosely the truss lock 45 therein and is held against inward movement along the compression member 23 by means'of a flange 57 of generally rectangular configuration at the inner end of the truss lock. This flange 57 serves not only as a stop for the brake head 26, as described, but also as a reinforcing member for the truss lock and as a carrier for the gauge sights as will be described hereinafter; the flange also has a top portion 58 and'a bottom portion 60 to which these sights are secured v J v v j For interlocking the brakehead 26 and the truss lock 45, the latter has arecess'tSZ (Fig. 3) on one side where the head of the rivet 52 is located and the brake head has a boss 63 extending into and locking in this recess. The opposite side of the truss lock 45 has a recess 64 where the shanlg end of'the rivet S2 is upset and the brake head 26 base recess 6 5 opposite the recess 64 to receive therein a removable self-locking spring key 66 serving not only as a loeking'device but also as a shock absorber for the brakeheac l.

'The'brake beam construction so far described is conventional. The camber gauge built into the brake beam 22in position to'be read by observation across the vertex 2 0 of .a side frame window 15 comprises a sight 70 at each of the. beams and a guide poster index 71 midway betweentbesesjghts The sights 70 and index 71 are pref- 'erably in the form of'lugs cast, forged, welded or s'eparately applied to parts of the brake beam and extending along a line by the top side of the compression member 23. In the form of the invention illustrated in Figs. 1 to 11, each of the sights 70 consists of a lug on and integral with the top side of the corresponding truss lock 45 and, more specifically, one the top portion 58 of the flange 57 on the truss lock directly above the back of the compression member 23, and presents an upright reference edge 73 flush with the plane of the back of the compression member where this compression member enters the truss lock. In the absence of any camber in the compression member 23, a reference line A joining the refer ence edges 73 of the two sights 70 and coincident with the line of sight directed between these reference edges, would register with the back surface of the compression member along its back web 27.

In the form of the invention illustrated, the intermediate index 71 consists of a lug on and integral with the top side arm 69 of the strut yoke 32 and is so located and dimensioned that when the reference line A passes along the rear surface 74 of the index, as shown in Fig. 6, the compression member 23 will have the minimum camber required, as for example A". When the reference line A passes along the front surface of the index 71, as shown in Fig. 5, the compression member will have a preferred maximum camber of, say 1%". If an inspector directs his line of sight through a side frame window along the reference line A to bring the reference edges 73 on the two end lugs 70 into registry, then he will see the index lug 71 if it is located in either of the safe-positions shown in Figs. 5 and 6 or in some intermediate position. If the index lug 71 is in a position slightly forwardly of the minimum camber position shown in Fig. 6, this is an indication that the camber on the compression member 23 is below minimum requirements and that the brake beam 22 is below rated capacity.

In the construction of Figs. 1 to 11, the truss locks 45 can not only be applied to the left brake beam or right brake beam of a car truck, but are reversible according to which end of the brake beam they are applied. To permit reversibility and interchangeability of the trusslocks 45, two similar sight lugs 70 are applied on each truss lock on opposite sides thereof in the form of a pair of projecting ears. Whichever one of these sight lugs 70 is on top in assembled position of the car, truck will serve as the end sight lug for the camber gauge.

It should be noted that in the brake beam strut 25, the slot 37 is slanted to receive an inclined live lever (not shown) forming part of the brake beam operating mechanism. In the case of a right and left strut, it is only necessary to apply the index lug 71 to the top of the strut yoke 32, as shown. However, should the strut 25 be of the reversible type or have a slot set for a vertical lever, then it would be desirable to apply the index lug 71 to both the top and bottom of the strut yoke 32, so that in either one of its reversible positions, it will present an index lug 71 on top, :as part of the camber gauge.

Figs. 12, 13 and 14 show the camber gauge in accordance with the present invention incorporated into a brake beam 22 having integral or fixed brake beam heads 26 forming part of the means by which the compression member and the tension member of the brake beam are rigidly connected together at their ends. The compression member 23 is similar to the compression member 23 shown 'in the construction of Figs. 1 to 11; the tension member 24 is similar to the tension member 24 in the construction of Figs. 1 to 11, except that in Figs. 12, 13 and 14, the tension member 24 is in the form of a round bar; and the strut 25 is similar to the strut 25 in the construction of Figs. 1 to 11, except that its channel forward end' is designed to receive and seat conformably the apex of the round tension member.

The brake beam head 26* at each end' of the brake beam 22 comprises, generally, a collar 75 on its rear side for embracing the compression member 23* and the tension member 24*- at one end and'a flange 76 on its front face for mounting the brake shoe onto the brake head. The collar 75 is peculiarly designed to receive and rigidly interconnect the compression member-23 and the tension member 24 at one end. For that purpose, the collar 75 has an opening or socket 78 with a general rectangular section 79 to receive snugly the end of the channel shaped compression member 23 of corresponding configuration, and a substantially circular extension 80 defining a slant ing seat for the round tension member 2 The socket 78 is closed at its outer end by a Wall 81 having a round hole 82 inclined to receive the end of the tension member 24* and presenting an inclined seat 83 at its outer. side.

- The end of the tension member 24 is threaded to receive a nut 84 which bears against the seat 83through anintervening washer 85. The end of the compression member 23 bears against the inside of the wall 81. i j

With the construction described, the brake head 26', the compression member 23 and the tension member 24 are rigidly secured together.

The shoe mounting flange 76 on the front side of the brake head 26 is designed to provide the customary forked end lugs and 91 and middle lugs 92 and 93 separated by an opening 94 for a hanger (not shown), by which the brake head may be suspended for movement towards and away from the car wheels. These lugs 90, 91, 92 and 93 are adapted to interlock with the brake shoe and to be secured to the shoe by means of a key (not shown) passing through recesses 95 formed between the branches of the forked lugs 90 and 91 and apertures 96 in the lugs 92 and 93. Bridges 97 between the branches of the forked lugs Y90 and 91 are provided for reinforcement and for support of the brake shoe key.

The shoemounting flange 76 is substantially coextensive with the collar 75 in length and merges into the collar near the midsection of theflange, as shown in Fig. 13. An upper reinforcing web 100 and a lower reinforcing web 101 interconnect the flange 76 and the collar 75 substantially midway between the ends of the flange and collar. These reinforcing webs 100 and 101 have their outer edges converging generally towards the collar- 75 and are formed along said edges with ribs 102 and 103, respectively, for structural strength.

The brake beam construction so far described inFigs. 12,13 and 14 is conventional, except as will be otherwise pointed out hereinafter.

As a feature of the invention, the brake head 26 at one end of the brake beam 22 is provided with a sight device 70 adapted to be aligned by vision with a similar sight device 70 at the other end of the brake beam. In the specific formshown, the sight device 70 on the top side of a brake head 26 isv formed from the upper reinforcing web 100 by providing said web with a square shoulder presenting an upright reference edge 73, flush with the plane of and directly above. the back of the compression member 23. Although this sighting shoulder 70 is located substantially midway between the ends of the brake head collar .75, it is sufficiently close to the region of the compression member 23? where it enters the brake head collar to serve accurately as a camber gauge sighting element, as in the construction of. Figs. 1 to 11.

Since the brake beam heads 26 are not reversible, the sight 70 is provided only on the top side of the brake head. However, if the brake head 26 should be designed for reversibility, then, of course, the sight 7t) would be provided both on top and bottom, to assure a sight on top, whichever way the brake head is turned.

The intermediate index device 71 is similar to the index device 71 in the construction of Figs- 1 to 11, and is consequently in the form of a lug on the top side of the rear yoke 32 of the strut 25 located forwardly of the back of the compression member 23 a distance equal at least to the minimum camber required.

The operation of sighting to determine if the brake beam 22, has a minimum camber is similarto that described in connection with the construction of Figs l to 1-1, The sights '70 and intervening index .71 7 are visible through a side frame window. "When the inspector directs his line of sight through the side frame window 15 and into alignment with the reference edges-73 on the sights 70 (along the line A in Fig. 12), if he sees the intervening index 71 then he is assured of the proper minimum camber on the compression member 23*; and if he does not see the index 71 then he is apprised of the camber deficiency and will act accordingly.

Figs. 1 and 12 show the camber gauge of the present invention applied to two of the conventional types of brake beams. However, as far as certain aspectsof the invention are concerned, there are other types of brake beams of the truss type to which the camber gauge of the present invention is applicable, as for example, the solid truss type, the'cast steel type, or the welded type, these being interchangeable with the two conventional types illustrated and being either of the hangered or of the hangerless type. V

Although in both forms of the invention illustrated, the sights are located with their reference edges flush with the back of the compression member and the index is located a distance from the back of the compression member equal at least to the minimum camber required, as far as certain aspects of the invention are concerned these sights need not be so located with reference to the back of the compression member, as long as the index is located so as to compensate for this deviation in the location of the sights. For example, if the sights are located with their reference edges spaced forwardly of the back of the compression member where it enters the brake head, then the index must be spaced from the back of the compression member a distance equal at least to the minimum camber required plus the distance of the reference edges of the sights from the back of the compression member; and if the sights are located with their reference edges spaced rearwardly of the back of the compression member where it enters the brake head, then the index must be spaced from the compression member a distance equal to at least the minimum camber required minus the distance of the reference edges of the sights from the back of the compression member.

In both constructions shown, the built-in camber gauge may be read easily and quickly, not only while the brake beam is mounted on the car truck below the car, but also while the brake beam is dismounted. In either form of the'invention, the gauge is quite legible and quickly read and gives an accurate indication of the camber conditions in the brake beam.

The built-in camber gauge is provided without modify ing the design and functions of the brake beam and side frames as they now exist in common practice. In the case of the side frames 10, the conventional design of the windows 15 thereon is such as to permit gauge sighting observation therethrough in the manner described. However, if these windows do block gauge sighting. observa-. tions in the manner described, these windows need be extended only slightly to afford the clear sighting view of the gauge.

' While the invention has been described with particular reference to specific embodiments, it is to be understood that it is not to be limited thereto but is to be construed carrtruck having side frames with a window, the combination comprising a structural longitudinal member having a camber and adapted to snpport a brakefbeam at each end, and a camber gauge built intothe brake beam and having means by which the condition of camber in relation to minimum requirements can be determined merely by visible observation, the camber gauge being designed and located to be read while the brake beam is located under the car and forming part of the truck, by observation through the window of the side frame.

3. In a railway brake beam, the combination as described in claim 1, wherein the camber gauge comprises a pair of spaced sights adapted to be aligned along a line of sight and an intervening index located to indicate the extent of camber in relation to minimum requirements by its position on one side or the other of the'line of sight.

4. In a railway brake beam of the truss type, having a compression member with a camber and a pair of brake heads mounted near the ends of the compression member, a camber gauge built into the brake beam and comprising a pair of sights located at opposite ends of the brake beam near the regions Where the compression member enters the brake heads and adapted to be aligned along a line of sight, and an intervening index located substantially midway between the sights and in position to indicate the extent of camber in relation to minimum requirements by its position on one side or the other of the line of sight.

5. in a railway brake beam of the truss type, the combination as defined in claim 4, wherein the sights are in the form of lugs presenting reference edges adapted to be aligned by the line of sight, and wherein the index is also in the form of a lug.

6. In a railway brake beam of the truss type having a compression member with a camber, a tension member in V form connected at its ends to the ends of the compression member, and a strut connecting the apex of the tension member with the mid'sectioncf the compression member, a camber gauge built into the brake beam and comprising a pair of sights at opposite ends of the compression member in position to be aligned alonga line of sight and an intervening index on the strut at the end of the'strut where the strut connects intothe compression member located to indicate the extent of camber in relation to minimum requirements by its position'on one side or the other of the line of sight.

7. In a railway brake beam of the truss type having a compression member with a camber, a tension member in V form connected at its ends to the ends of the compression member, a-strut connecting the apex of the tension member with the midsection of the compression member, and a pair of brake heads mounted near the ends of the compression member, a camber gauge built into the brake beam and comprising a pair of sights in'the form of lugs located at opposite ends of the brake beam near the regions where the compression member enters the brake form of a lug on the strut at the end of the strut Where the strut connects into the compression member, located to indicate the extent of camber in relation tomini mum requirements by its position on one side or the other of the line of sight.

8. In a railway brake beam, a camber gauge as defined in claim 4, wherein the sights have reference edges adapted to be aligned along the line of sight and located directly above the back of the compression member, and wherein the index is located above the compression member and is spaced from the back of the compression member a distance equal at least to the minimum camber required. w

9. In a railway car truck, the combination comprising a pair of side frames with a window, and a brake beam extending between the side frames and including a compression member, a pair of brake heads connected to the ends of the compression member respectively, anda camber gauge built into the brake beam and comprising a pair of sights extending above the compression member and located at opposite ends of the brake beam near the regions Where the compression member enters the brake heads, said sights being located for alignment along a line of sight through the side frame window, and an intervening index located substantially midway between the sights and above the compression member in position to indicate the extent of camber in relation to minimum requirements by its position on one side or the other of the line of sight.

10. In a railway brake beam, the combination comprising a structural longitudinal member having a camber, a pair of brake heads, means for mounting the brake heads on the ends of the longitudinal member and comprising a pair of brake beam sleeves, and a camber gauge built into the brake beam and comprising a pair of sights on the brake beam sleeves respectively adapted to be aligned along a line of sight, and an intervening index located to indicate the extent of camber in relation to minimum requirements by its position on one side or the other of the line of sight.

11. In a railway brake beam of the truss type, the combination comprising a compression member having a camber, a pair of brake heads having respective mounting collars, means for locking the brake heads to the ends respectively of the compression member, said means comprising a pair of brake beam sleeves extending in the brake head collars respectively and embracing the ends respectively of the compression member, each of the brake beam sleeves having a portion projecting endwise beyond the corresponding brake head collar, and a camber gauge built into the brake beam and comprising a pair of sights on the projecting portion of the brake beam sleeves respectively adapted to be aligned along a line of sight, and an intervening index located to indicate the extent of camber in relation to minimum requirements by its position on one side or the other of the line of sight.

12. In a railway brake beam of the removable head truss type, the combination comprising a compression member having a camber, a pair of brake heads having respective collars, means for locking the brake heads to the ends respectively of the compression member, said means comprising a pair of brake beam sleeves extending in the brake head collars respectively and embracing the ends respectively of the compression member, each of the brake beam sleeves having a stop flange at its inner end against which the collar of the corresponding brake head abuts, and a camber gauge built into the brake beam and comprising a pair of sights on the stop flanges respectively adapted to be aligned along a line of sight, and an intervening index located to indicate the extent of camber in relation to minimum requirements by its position on one side or the other of the line of sight.

13. In a railway brake beam of the removable head truss type, the combination as described in claim 12, wherein the sights are in the form of lugs on the top of the flanges respectively of the brake beam sleeves having respective reference edges for line of sight alignment located directly above the back of the compression member, and wherein the index is in the form of a lug located above the compression member and spaced from the back of the compression member a distance equal at least to the minimum camber required.

14. In a railway brake beam, the combination comprising a structural longitudinal member having a camber, a pair of brake heads mounted on the ends of the longitudinal member, and acamber gauge built into the brake beam and comprising a pair of sights on the brake heads respectively adapted to be aligned along a lineof sight, and an intervening index located to indicate the extent of camber in relation to minimum requirements by its position on one side or the other of the line of sight.

15. In a railway brake beam of the fixed brake head truss type, the combination comprising a compression member, a pair of brake heads secured to the ends of the compression member respectively and each having a collar on one side into which the corresponding end of the compression member extends, means on its opposite side for mounting a brake shoe, and a reinforcing web interconnecting the collar and the brake shoe mounting means, and a camber gauge built into the brake beam and comprising portions of the reinforcing Webs of the two brake heads formed to define two sights respectively presenting reference edges adapted to be aligned along a line of sight, and an intervening index located to indicate the extent of camber in relation to minimum requirements by its position on one side or the other of the line of sight.

16. In a railway brake beam type of the fixed brake head truss type, the combination described in claim 15, wherein each reinforcing web where the web connects into the collar of the corresponding brake head is squared off to form a shoulder presenting the reference edge for line of sight alignment.

17. A method of testing the amount of-camber in a railway brake beam having a compression member with a camber, and a pair of brake heads mounted near the ends of the compression member, said method including the location of a pair of sights near the opposite ends of the compression member for alignment along a line of sight, and the location of an intervening index substantially midway between the two sights to indicate the amount of camber in relation to minimum requirements by its position on one side or the other of the line of sight.

References Cited in the file of this patent UNITED STATES PATENTS 2,507,168 Lewis May 9, 1950 2,581,021 Jacobsen et al. Jan. 1, 1952 2,656,019 Busch Oct. 20, 1953 

